Medical image segmentation is the most important task in radiation therapy. Especially, when segmenting medical images, the liver is one of the most difficult organs to segment because it has various shapes and is close to other organs. Therefore, automatic segmentation of the liver in computed tomography (CT) images is a difficult task. Since tumors also have low contrast in surrounding tissues, and the shape, location, size, and number of tumors vary from patient to patient, accurate tumor segmentation takes a long time. In this study, we propose a method algorithm for automatically segmenting the liver and tumor for this purpose. As an advantage of setting the boundaries of the tumor, the liver and tumor were automatically segmented from the CT image using the 2D CoordConv DeepLab V3+ model using the CoordConv layer. For tumors, only cropped liver images were used to improve accuracy. Additionally, to increase the segmentation accuracy, augmentation, preprocess, loss function, and hyperparameter were used to find optimal values. We compared the CoordConv DeepLab v3+ model using the CoordConv layer and the DeepLab V3+ model without the CoordConv layer to determine whether they affected the segmentation accuracy. The data sets used included 131 hepatic tumor segmentation (LiTS) challenge data sets (100 train sets, 16 validation sets, and 15 test sets). Additional learned data were tested using 15 clinical data from Seoul St. Mary's Hospital. The evaluation was compared with the study results learned with a two-dimensional deep learning-based model. Dice values without the CoordConv layer achieved 0.965 ± 0.01 for liver segmentation and 0.925 ± 0.04 for tumor segmentation using the LiTS data set. Results from the clinical data set achieved 0.927 ± 0.02 for liver division and 0.903 ± 0.05 for tumor division. The dice values using the CoordConv layer achieved 0.989 ± 0.02 for liver segmentation and 0.937 ± 0.07 for tumor segmentation using the LiTS data set. Results from the clinical data set achieved 0.944 ± 0.02 for liver division and 0.916 ± 0.18 for tumor division. The use of CoordConv layers improves the segmentation accuracy. The highest of the most recently published values were 0.960 and 0.749 for liver and tumor division, respectively. However, better performance was achieved with 0.989 and 0.937 results for liver and tumor, which would have been used with the algorithm proposed in this study. The algorithm proposed in this study can play a useful role in treatment planning by improving contouring accuracy and reducing time when segmentation evaluation of liver and tumor is performed. And accurate identification of liver anatomy in medical imaging applications, such as surgical planning, as well as radiotherapy, which can leverage the findings of this study, can help clinical evaluation of the risks and benefits of liver intervention.
Woojin, Jeon;Donghyun, Jin;Noh-hun, Seong;Daeseong, Jung;Suyoung, Sim;Jongho, Woo;Yugyeong, Byeon;Nayeon, Kim;Kyung-Soo, Han
Korean Journal of Remote Sensing
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v.39
no.1
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pp.77-86
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2023
Ship detection is widely used in areas such as maritime security, maritime traffic, fisheries management, illegal fishing, and border control, and ship detection is important for rapid response and damage minimization as ship accident rates increase due to recent increases in international maritime traffic. Currently, according to a number of global and national regulations, ships must be equipped with automatic identification system (AIS), which provide information such as the location and speed of the ship periodically at regular intervals. However, most small vessels (less than 300 tons) are not obligated to install the transponder and may not be transmitted intentionally or accidentally. There is even a case of misuse of the ship'slocation information. Therefore, in this study, ship detection was performed using high-resolution optical satellite images that can periodically remotely detect a wide range and detectsmallships. However, optical images can cause false-alarm due to noise on the surface of the sea, such as waves, or factors indicating ship-like brightness, such as clouds and wakes. So, it is important to remove these factors to improve the accuracy of ship detection. In this study, false alarm wasreduced, and the accuracy ofship detection wasimproved by removing wake.As a ship detection method, ship detection was performed using machine learning-based random forest (RF), and convolutional neural network (CNN) techniquesthat have been widely used in object detection fieldsrecently, and ship detection results by the model were compared and analyzed. In addition, in this study, the results of RF and CNN were combined to improve the phenomenon of ship disconnection and the phenomenon of small detection. The ship detection results of thisstudy are significant in that they improved the limitations of each model while maintaining accuracy. In addition, if satellite images with improved spatial resolution are utilized in the future, it is expected that ship and wake simultaneous detection with higher accuracy will be performed.
The light buoy installed on the sea is always flexible, because it is affected by the weather as well as passing vessels. The position of the light buoy can be cached through the AtoN AIS (Automatic Identification System) and RTU (Remote Terminal Unit). This study analyzed the position data of the light buoys for the last five years (2017-2021), as well as the distribution of the light buoys within the maximum separated position. As a result, there was a basic error of 17.9% in the position data. Additionally, the separated position error of 197 light buoys to be analyzed was 70.64%, and the AtoN RTU was worse than the AtoN AIS by equipment. On the other hand, as a result of the plotting the position data of the light buoy, it was classified into four types. The most common percussion center type, the percussion center dichotomous type in which the position is divided into two zones based on the chimney, the central movement type with a fluctuating center, and the drag type, in which the position is deviated from the center for a certain period. Except for Type-1, the type was determined according to the position at which the light buoy was installed. This study is the first to analyze the position data of the light buoy, and it is expected that it will contribute to the improvement of the quality of the position data of the light buoy.
Gwang-Young Choi;So-Ra Kim;Sang-Won Park;Chae-Uk Song
Journal of Navigation and Port Research
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v.47
no.4
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pp.231-238
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2023
The position of a light buoy is always flexible due to the influence of external forces such as tides and wind. The position can be checked through AIS (Automatic Identification System) or RTU (Remote Terminal Unit) for AtoN. As a result of analyzing the position data for the last five years (2017-2021) of a light buoy, the average position error was 15.4%. It is necessary to detect position error data and obtain refined position data to prevent navigation safety accidents and management. This study aimed to detect position error data and obtain refined position data by DBSCAN Clustering position data obtained through AIS or RTU for AtoN. For this purpose, 21 position data of Gunsan Port No. 1 light buoy where RTU was installed among western waters with the most position errors were DBSCAN clustered using Python library. The minPts required for DBSCAN Clustering applied the value commonly used for two-dimensional data. Epsilon was calculated and its value was applied using the k-NN (nearest neighbor) algorithm. As a result of DBSCAN Clustering, position error data that did not satisfy minPts and epsilon were detected and refined position data were acquired. This study can be used as asic data for obtaining reliable position data of a light buoy installed with AIS or RTU for AtoN. It is expected to be of great help in preventing navigation safety accidents.
Journal of the Korean Society of Marine Environment & Safety
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v.29
no.5
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pp.462-469
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2023
In this study, we propose a method for evaluating the risk of collision between ships to support determination on the risk of collision in a situation in which ships encounter each other and to prevent collision accidents. Because several uncertainties are involved in the navigation of a ship, must be considered when evaluating the risk of collision. We apply the Dempster-Shafer theory to manage this uncertainty and evaluate the collision risk of each target vessel in real time. The distance at the closest point approach (DCPA), time to the closest point approach (TCPA), distance from another vessel, relative bearing, and velocity ratio are used as evaluation factors for ship collision risk. The basic probability assignments (BPAs) calculated by membership functions for each evaluation factor are fused through the combination rule of the Dempster-Shafer theory. As a result of the experiment using automatic identification system (AIS) data collected in situations where ships actually encounter each other, the suitability of evaluation was verified. By evaluating the risk of collision in real time in encounter situations between ships, collision accidents caused by human errora can be prevented. This is expected to be used for vessel traffic service systems and collision avoidance systems for autonomous ships.
Proceedings of the Korean Institute of Navigation and Port Research Conference
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2023.05a
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pp.100-103
/
2023
Recently, development of maritime autonomoust surface ships and eco-friendly ships, production and evaluation research considering various marine environments is needed in the field of optimal routes as the demand for accurate and detailed real-time marine environment prediction information expands. An algorithm that can calculate the optimal route while reducing the risk of the marine environment and uncertainty in energy consumption in smart ships was developed in 2 stages. In the first stage, a profile was created by combining marine environmental information with ship location and status information within the Automatic Ship Identification System(AIS). In the second stage, a model was developed that could define the marine environment energy map using the configured profile results, A regression equation was generated by applying Random Forest among machine learning techniques to reflect about 600,000 data. The Random Forest coefficient of determination (R2) was 0.89, showing very high reliability. The Dijikstra shortest path algorithm was applied to the marine environment prediction at June 1 to 3, 2021, and to calculate the optimal safety route and express it on the map. The route calculated by the random forest regression model was streamlined, and the route was derived considering the state of the marine environment prediction information. The concept of route calculation based on real-time marine environment prediction information in this study is expected to be able to calculate a realistic and safe route that reflects the movement tendency of ships, and to be expanded to a range of economic, safety, and eco-friendliness evaluation models in the future.
In the reality that the fishing population is decreasing and the single-man fishing vessels is increasing, mandatory equipment for navigation and radio equipments for the safety of fishing boats has continued to be added. Therefore, many equipment such as navigation, communication and fishing are installed in the narrow steering room, so it is very confusing and a number of monitors are placed in the front, which is a factor that degrades the function of maritime observation. To solve this problem, we studied an interface that integrates and operates to major radio facilities such as very high frequency-digital selective calling equipment (VHF-DSC), automatic identification system (AIS) and fishing boat location transmission device (V-pass) into one multi function display (MFD) based on LAN. In addition, IEC61162-450 UDP packets and IEC61162 sentence were applied to exchange data through link between MFD and radio equipments, and additional messages needed for each equipment and function were defined. The integrated MFD monitor is easily operated by the menu method, and the performance of the interface was evaluated by checking the distress and emergency communication functions related to maritime safety and the message transmission status by equipment.
Seungju Lee;Wonhee Lee;Ji Hong Min;Deuk Jae Cho;Hyunwoo Park
Journal of Navigation and Port Research
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v.47
no.6
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pp.367-375
/
2023
This study developed a new distance metric for vessel trajectories, applicable to marine traffic control services in the Korean coastal waters. The proposed metric is designed through the weighted summation of the traditional Hausdorff distance, which measures the similarity between spatiotemporal data and incorporates the differences in the average Speed Over Ground (SOG) and the variance in Course Over Ground (COG) between two trajectories. To validate the effectiveness of this new metric, a comparative analysis was conducted using the actual Automatic Identification System (AIS) trajectory data, in conjunction with an agglomerative clustering algorithm. Data visualizations were used to confirm that the results of trajectory clustering, with the new metric, reflect geographical distances and the distribution of vessel behavioral characteristics more accurately, than conventional metrics such as the Hausdorff distance and Dynamic Time Warping distance. Quantitatively, based on the Davies-Bouldin index, the clustering results were found to be superior or comparable and demonstrated exceptional efficiency in computational distance calculation.
High-resolution images are drawn from existing seismic data which were originally obtained by Korea Ocean Research & Development Institute (KORDI) during 1994-1997 for deep seismic studies on the East Sea of Korea. These images are analyzed for mapping Quaternary faults and near-bottom gas pockets. First 12 channels are selected from shot gathers for reprocessing. The processing sequence adopted for high-resolution seismic images comprises data copy, trace editing, true amplitude recovery, common-midpoint sorting, initial muting, prestack deconvolution, bandpass filtering, stacking, highpass filtering, poststack deconvolution, f-x migration, and automatic gain control (AGC). Among these processing steps, predictive deconvolution, highpass filtering, and short window AGC are the most significant in enhancement of resolution. More than 200 Quaternanry faults are interpreted on the migrated sections in the shallow depths beneath the seafloor. Although numerous faults are found mostly at the western continental slope and boundaries of the Ulleung Basin, significant amount of the faults are also indicated within the basin. Many of these faults are believed to be formed with reactivation of basement, from geotectonic activities including volcanism, and often originated in Tertiary, indicating that the tectonic regime of the East Sea might be unstable. Existence of shallow gas pockets casts real hazardous warnings to deep-sea drillings and/or to underwater constructions such as inter-island cables and gas pipelines. On the other hand, discovery of these gas pockets heightens the interests in developing natural resources in the East Sea. Reprocessed seismic sections, however, show no typical seismic characteristics for gas hydrates such as bottom-simulating reflectors in the western continental slope and ocean floor.
A knowledge map describes the network of related knowledge into the form of a diagram, and therefore underpins the structure of knowledge categorizing and archiving by defining the relationship of the referential navigation between knowledge. The referential navigation between knowledge means the relationship of cross-referencing exhibited when a piece of knowledge is utilized by a user. To understand the contents of the knowledge, a user usually requires additionally information or knowledge related with each other in the relation of cause and effect. This relation can be expanded as the effective connection between knowledge increases, and finally forms the network of knowledge. A network display of knowledge using nodes and links to arrange and to represent the relationship between concepts can provide a more complex knowledge structure than a hierarchical display. Moreover, it can facilitate a user to infer through the links shown on the network. For this reason, building a knowledge map based on the ontology technology has been emphasized to formally as well as objectively describe the knowledge and its relationships. As the necessity to build a knowledge map based on the structure of the ontology has been emphasized, not a few researches have been proposed to fulfill the needs. However, most of those researches to apply the ontology to build the knowledge map just focused on formally expressing knowledge and its relationships with other knowledge to promote the possibility of knowledge reuse. Although many types of knowledge maps based on the structure of the ontology were proposed, no researches have tried to design and implement the referential navigation-enabled knowledge map. This paper addresses a methodology to build the ontology-based knowledge map enabling the referential navigation between knowledge. The ontology-based knowledge map resulted from the proposed methodology can not only express the referential navigation between knowledge but also infer additional relationships among knowledge based on the referential relationships. The most highlighted benefits that can be delivered by applying the ontology technology to the knowledge map include; formal expression about knowledge and its relationships with others, automatic identification of the knowledge network based on the function of self-inference on the referential relationships, and automatic expansion of the knowledge-base designed to categorize and store knowledge according to the network between knowledge. To enable the referential navigation between knowledge included in the knowledge map, and therefore to form the knowledge map in the format of a network, the ontology must describe knowledge according to the relation with the process and task. A process is composed of component tasks, while a task is activated after any required knowledge is inputted. Since the relation of cause and effect between knowledge can be inherently determined by the sequence of tasks, the referential relationship between knowledge can be circuitously implemented if the knowledge is modeled to be one of input or output of each task. To describe the knowledge with respect to related process and task, the Protege-OWL, an editor that enables users to build ontologies for the Semantic Web, is used. An OWL ontology-based knowledge map includes descriptions of classes (process, task, and knowledge), properties (relationships between process and task, task and knowledge), and their instances. Given such an ontology, the OWL formal semantics specifies how to derive its logical consequences, i.e. facts not literally present in the ontology, but entailed by the semantics. Therefore a knowledge network can be automatically formulated based on the defined relationships, and the referential navigation between knowledge is enabled. To verify the validity of the proposed concepts, two real business process-oriented knowledge maps are exemplified: the knowledge map of the process of 'Business Trip Application' and 'Purchase Management'. By applying the 'DL-Query' provided by the Protege-OWL as a plug-in module, the performance of the implemented ontology-based knowledge map has been examined. Two kinds of queries to check whether the knowledge is networked with respect to the referential relations as well as the ontology-based knowledge network can infer further facts that are not literally described were tested. The test results show that not only the referential navigation between knowledge has been correctly realized, but also the additional inference has been accurately performed.
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